Railway-switch.



BEAL o. FROMAN,

OF EDWALL, WASHINGTON, ASSIGNOR OF ONE-THIRD TO JOHN WARD,

OF EDWALL,l WASHINGTON.

RAILWAY-SWITCH.

Another object of the invention is to pro-A vide means whereby theswitch rails when once actuated to permit rolling stock to take thesiding, will be locked in the position assumed thereby after being soactuated, and` automatically returned to the normal posi tion thereofwhen the rolling stock has cleared the switch rails. For a fullunderstanding of the present invention, and the merits thereof,reference is to be had to the following description and to theaccompanying drawings, in which,

Figure 1 is a top plan view of mechanism constructed in accordance withthe invention; Fig. 2 is a transverse sectional view taken on the line 22 of Fig. 1; Fig. 3 is a section taken on the line 3 3 of Fig. 1; Fig. 4is a detail cross section taken on the line 4 4 of Fig. 1.

Like reference characters refer to like parts throughout thedescription, and drawings.

Specifically describing the invention, and referring to the drawings thenumeral 1 denotes the main rails of the track and the numerals 2 and 3the switch rails, which are arranged in the customary manner relative tothe main rails and are of the same construction, generally speaking, asthose switch rails which are now commonly in use. The normal arrangementof the switch rails is such that the main track is closed to the siding,said switch rails being operable by a suitable switch bar attachedthereto, said switch bar being adapted to be moved by a crank lever 5,the crank 6 of which is connected by a rod 7 to the bar 4. A coiledspring 8 is connected with the bar 4 in such a manner as to normallyhold said bar at the limit of its movement toward Vthe post 9 upon whichthe lever 5 is mounted.

The switch rail 2 is peculiarly mounted Specification of Letters Patent.

Application led January 15, 1908.

Patented Aug. 18, 1908.

Serial No. 410,999.

upon the track in that it is adapted for a slight amount of verticalmovement. For the above reason the switch rail 2 for a distance of anumber of feet from its point is loosely supported upon the ties 10 ofthe track but being braced by suitable braces 11 secured to said ties.Under normal conditions the switch rail 2 is held slightly above theties 10 of the track by means of a spring 12 mounted in a suitablecasing 13 and located beneath the rail 2. The spring 12 tends to forcethe rail 2 upwardly and to hold the latter so that it is spaced from thecross ties 10 but readily adapted to be forced downwardly untilsupported rigidly by said ties as Vwhen a weight is received upon therail 2. The point 2 of the rail 2 is adapted to interlock with theadjacent cross tie 10C, the latter being formed with a recess 10b, oneside of the recess forming a shoulder 10C adapted to engage with theouter side of the switch point 2a and thereby hold said switch point insuch a position that the switch rails, which move together, are sorelated tothe main rails 1 that a train traveling on the main line maytake the siding.

The advantages of the invention will appear more fully from the briefdescri tion of the operation thereof under actua conditions of service.Should it be desired that a train on the main line take the siding, thelever 5 is operated, either manually or otherwise, in order to throw theswitch rails into the proper position and against the tension of thespring 8 connected with the switch bar 4. As soon as the front wheel ofthe engine or car on the main line is received upon the switch rails 2,it will be apparent that the depressible rail 2 will be depressed sothat its base is supported by the ties 10 and this action will cause thepoint 23l to be engaged by the shoulder 10c of the recess 10D and theswitch rails will thus be locked in the osition assumed thereby, eventhough the ever 5 is not held. Of course when the train has passed ontothe siding and the weight of the rolling stock is removed from thedepressible switch rail 2 the latter will be raised slightly by thespring 12 and thus disengaged from the recess 10b of the tie 10a.As-soon as the switch joint 2at is disengaged from the recess 10b the sring 8 acts u on the switch rails to restore t e latter to t eir normalposition, the object being that under all conditions the switch'railsremain in said normal position except when the rolling stock is to takethe siding or is passing from the siding on to the main track. When therolling stock passes from thesiding to the main track the wheels thereofautomatically force the switch to proper relation to the main rails andagainst the tension of the s ring connected with the switch bar 4. In te actual use of the present invention there is no likelihood of theswitch rails occupying an improper position and the action ofthe switchrails 1s automatic in returning to their normal position, by reason ofthepeculiar mounting and operation of the depressible rail 2.

Having thus described the invention, what is claimed as new is:

1. In a railway switch, the combination of main rails, switch rails,means normally holding the switchrails in a predetermined position, oneof said switch rails being depressible, and means arranged to interlockwith the depressible switch rail to hpld the same in an adjustedposition. f

2. In a railway switch, the combination of main rails, switch rails,means normally holding the switch rails in a predetermined position, oneof said switch rails being depressible, means arranged to interlock withthe depressible switch rail to hold the same in an adj usted position,and means for automatically disenga'gingl the depressible lrail from theinterlocking means aforesaid when downward pressure upon said switch isremoved.

3. In a railway switch, the combination of main rails, switch rails, oneof which is depressible when weight is received thereupon,

vmeans for normally holding the switch rails in a predeterminedposition, means engageable upon depression of the depressible rail tohold the switch rails out of their normal position, and spring meanscoacting with the de ressible switch rail to restore the switch rai s totheir normal position when downward pressure on the depressible rail isremoved.

4. In a railway switch, the combination of main rails, switch rails,means for actuating the switch rails, means for holding the switch railsin a predetermined position, one of the switch rails being adapted forvertical. movement, a member arranged to interlock with the verticallymovable switch rail when the latter is depressed, and means for normallyholding the depressible rail at the upper limit of its movement.

5. In a railway switch, the combination of main rails, switch rails, oneof said switch v rails being depressible, means for normallyv holdingthe` switch rails in a predetermined position, means directly coperatingwith the depressible switch rail on depression thereof to temporarilylock the switch rails out of their normal position when actuated, andau-l tomatic means for restoring the switch rails to their normalposition.

In testimony whereof I aliix my signature in presence of two witnesses.n

BEAL C. F ROMAN. Witnesses:

ROBERT HAYNEs, WARD JEssEPH.

